Improvement in car-trucks



W. E. PEYTON- Gar-Truck.

No. 219,512. Patented Sept19,1879.

Witnesses @ZL/M M? N FETE RS, PNOTO-LITHOGRAPHER, WASHINGTON. DC.

Wvenbo 'r' I as shown.

. the supplemental timber D and frame-timber UNIT D STATES PATENT Oi -Flea...

WILLIAM E. FEYTON, OF STOCKTON, CALIFORNIA.

' IMPROVEMENT IN CAR-TRUCKS.

Specification formingpart of Letters Patent No. 219,512, dated September 9, 1879; application filed February 27, 1879.

wheels on the rails.

My improvement consists in certain details of construction whereby very little change in existing conditions is made, while at the same time the front and rear axles are sufficiently independent of each other, so that there is no friction on the rails in rounding curves.

Figure 1 is a top View of my truck. Fig. 2 is a side elevation. section.

Let A represent the ordinary swinging bolster'of a railway-car truck placed between the usual frame-timbers B. To these frame-timbers I hinge, as shown at (l, a supplemental timber, D, beveled each way from the center, On each side of the hinge, between B, I place a metallic or rubber spring or cushion, E, as shown, for the purpose hereinafter described.

The iromtruss-frames E, on which the axleboxes rest, usually extend across the frametimbers and swinging bolster. I divide them, however, and instead of being attached to the bolster, they are attached to the ends of the supplemental timbers D, as shown. They then extend out beyond the axle and have the bars have their ends resting on the cross-bars Fig. 3 is a longitudinal I, so as to take the weight of the car off the hinges on the'supplemental timbers, and the weight is thus properly divided.

With ordinary freight-car trucks I should only use one of the hinged supplemental timbers, and secure the truss-frame of the other axle to the main stationary frame-timbers of the truck; but for larger trucks, such as are used on passenger-cars, I should hinge each pair of wheels to the main timbers, as above described.

It will be seen that the curved metallic bars, which, from their peculiar shape, form supple. mental springs, do not in any way interfere with the action of the swinging bolster on which the car-bed rests. This swinging bolster rests in the usual springs between the main timbers, and a curve is made in the arched bars between these timbers, so that a vertical motion is allowed to the bolster without its coming in contact with the arched bar.

It will be seen from this construction, as described, that whenever the car passes around a curve, instead of the wheels binding on the edge of the track, as is usual, each pair of wheels will adapt itself automatically to the curve and pass freely around without binding on the rails, thus doing away with the friction incident to the present system of construction.

It will be noticed that I make no radical changes in the ordinary railway-car trucks as at present constructed. The frame-timbers, bolsters, axles,.boxes, &c., remain the same.

, I simply hinge my supplemental beveled timber to the main frame, as described. When the wheels pass around the curve the wheels on the inner side of the curve approach nearer to the central frames, the rear ones coming forward and'the forward ones back, so that they go around in a shorter curve than the outer wheels. By the use of the springs or cushions between the beveled supplemental timbers and the stationary frames too much play is prevented, and as soon as the straight line of track is again reached the axles come again parallel with each other and with the bolster.

As the arched bars have their endsresting bars, not being connected to but simply resting on them, and when the truck comes to the straight line of track again, said curved bars slide back again on the cross-bars to their original position, the friction on the rails being sufficient to automatically regulate the position of the axles.

This hinged supplemental timber and connections may be attached to any trucks already constructed with very little trouble or expense and very slight change in existing conditions.

Having thus described my invention, what I claim as new, and desire to secure by Letters Patent, is-

lhe timbers D, centrally hinged to the frametimbers B, and forming part of the wheelframe D E I, as shown, in combination with the arched bars K, whereby the hinge is relieved from the weight of the car, and the bars I slide upon the bars K and allow the trucks to adjust themselves to the curves of the road, substantially as herein described.

1 In1 witness whereof I have hereunto set my WILLIAM EDGAR PEYTON;

Witnesses:

GHAs. G. YALE, FRANK A. BROOKS. 

